Internal-combustion motor



Nov. 3 1925.

W. B. CLIFFORD INTERNAL COMBUSTION MOTOR 2 Sheets-Sheet 1 Filed July 2', 1925 jzwntow D nv 0 F W L C B w Nov. 3 1925,

INTERNAL COMBUSTION MOTOR 2 Sheets-She. 3

Filed ly 2. 1925 III/Ill 7 not carried sufficiently far to completely re-.

Patented Nov. 3, 1925.

, UNITED STATES WALTER B. CLIFFORD, OF FRAMINGHAM, MASSACHUSETTS.

INTERNAL-COMBUSTION MOTOR.

Application an July 2, 1925. Serial No. 41,075.

To all whom it may concern)" Be itknown that I, l'i AL'rnn B. Cnrrroan, a citizen of the United States, residing at Framingham, in the county of Middlesex and State of Massachusetts, have invented certain new and useful Improvements in Internal-Combustion Motors; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to. make and use the same.

The present invention relates to internal combustion motors and more particularly to apparatus forming a part of this type of motor and designed forthe rectification of the motor lubricant during operation.

The problem of crank case dilution in internal combustion motors has become increasingly serious in the last few years. In recognition of the gravity of the problem, aconsiderable number of devices have been developed and offered as solutions. All of these constructions so far as I ,am aware, however, are open to serious disadvantages.

In the first place, the refining operation is move'dilution. In the second place, certain of the proposed constructions, if otherwise practical, are expensive and relatively cumbersome, and in the third place, a large percentage of the heat available from the exhaust gases is wasted, lowering the efficiency of the device and reducing the capacity to such an extent that in the ordinary usage it is unequalto the demands imposed upon it and permits a progressive increase of dilution during the continued operation of the motor.

It is one object of the present invention to provide a new and improved form of oil rectifying device embodied in an internal combustion motor which shall have sufficient,

to provide an apparatus for rectifying crank case oilwhich is relatively simple, inexpensive in its construction, and which may be embodied 1n existing types of internal combustion motors without material change in the motors. i

lVith these and other objects in view, the various features of the in ention consist in certain novel features of construction, combinations and arrangements of parts hereinafter described and claimed, the advantages of which will be obvious to those skilled in the art from the following description. In the accompanying drawings illustrating the preferred form of the invention, Fig. 1 represents a side elevation of a conventional form of internal combustion motor with the improved rectifying apparatus embodied therein; Fig. 2 is a section in elevation of a portion of the exhaust manifold with the rectifying apparatus inserted therein; Fig. 3 is a detail illustrating a top plan view of a portion of the exhaust manifold and oil rectifier; and Fig. 4 is a detail illustrating a. section in elevation of the upper part of a rectifier showing the vaporizing head and oil return.

The illustrated embodiment of the inven tion is shown in connection with an iernal combustion motor having a cylinderbiock indicated at 10, an exhaust manifold indi cated at 12, and an oil circulating pipe 14 connected with a branch pipe 16 leading into the rectifier. The oil is circulated through the pipes by a pump of the usual form (not shown). According to the present invention, the apparatus for rectifying the crank case oil is mounted directly in the exhaust manifold and subjected to'the intense heat of the exhaust gases within the manifold. To this end, the apparatus coinprises essentially a tubular member 20 extending vertically throughout the manifold, as indicated in Fig. 2, and having a head 22 which may project transversely of the manifold, as indicated in Fig. 3. In the embodiment of the invention shown in the drawings, the tubular member 20 and head 22 are formed as a single integral casting.- thus avoiding any joints through which hot 011 may pass. The lower portion of the tubular member 20is partiall closed by a reduced neck 2st having a gui 0 opening 25 extending t-herethrough. The lower edge of the guide opening 25 indicated at 26 forms a. seat for a ball inlet valve '28. The ball 'alve 28 is normally retained in engagement with the seat 26 by a compression spring 30 inserted within a. sleeve 32 provided with a thiinble 34 upon which the ball rests. The

ber above the sleeve. It. is 01" great importance in an apparatus of this character that the maximum amount of heat from the exhaust may be utilized. ill is furthermore desirable that the rectifying unit shall be small, compact and require a minimum of heat to raise the oil contained therein to the refining temperature. In the present con struction, both of these results have been accomplished by providing;- a single tubular member of relatively small diameter which may be inserted directly in the exbaust manifold and which. is enclosed entirely within the manifold. The tubular .i member and the relatively small amount of oil contained therein are quickly raised to the rcl'ii'iing temperature with a minimum of relay and a lllllllllllilll absorption of heat. l 'urtb mnore the rectifying unit,.due to its unique construction(, is capable of being located atv the pointgol greatest heat in the manifold. In. the. illustrated embodiment of the invention showing a conventional torm oliexhaust nlanit'old applied to a six cylinder motor, the rectifying unit is located directly in the manifold adjacent the point at which the manifold turns downwardly from the cylinder block and directly opposite the exhaust opening of the last cylinder in line. \Vith this construction, the ratifying. unit is subficcted to the heat of the combined exhaust from live cylinders as this exhaust along the manifold and to the direct exhaust ot' oneof the cylinders. As indicatedclearly in Figs. 1, 2 and 3, the unit is positioned in the exhaust manifold directly opposite the exhaust port 84 of one cylinder, the discharged from this cylinder inipingriiug directly upon the tubular member :20 before they have had an opportunity of becoming cooled by contact with the relatively cooler wall of the exllilllrl manifold. The importance of making the rcctit'yiiig unit relatively small and compart and subjecting this unit to the directaction o l the exhaust gases before cooling of these gases cannot be over-estimated. It will be evident to those. skilled in the. art that the exhaust gases give up heat rapidly and it this heat can be absorbed by the walls oi" lilo. exhaust manifold or metal parts of the refining unit it is dissipated to the atmosphere without. being utilized in the reliningoperation. inasmuch as the refining opera! ion is carried on at ten'iptu'atures rang ing from 2300 l. to 400 1*. or thereabouts and as the temperature of the outside air averages not. iiio 'e than F. it is eyident that the transfer of heat; from the exhaust; gases to the air will be much more rapid than th transfer oi heat from the exhaust port 84.. .This passage for exhaust ing unit anddoes not interfere with the flow 'of these gases.-

rctzurn pipe 72.

gases to the rectifying unit unless provision is made to counteract this effect. In the present construction, the heat available from the exhaust is utilized so successfully that the oil within the rectifying unit is actually raised to refining, temperature substantially before the walls of the exhaust manifold have reached this temperature. In other words, the rectifying unit, owing to its loca tion and construction, robs the manifold ofheat from. the exhaust gases. In order to expedite the transfer of heat from the exhaust gases to the oil within the rectifying unit, the tubular member is preferabl y made ot'copper, brass or similar material which otters a suitable medium for the passage of heat therethrough. In order to avoid creating a back pressure within the exhaust manitold at the location of the rectifying unit, the manifold as indicated clearly in Figs. 2 and 3, isbulgcd in two directions, creating an enlarged space opposite the exhaust enlarged space affords ample gases about the rectify- A further advantage of loeating the rectifying unit directly in the exhaust manifold is due to the fact that the unit is insulated from the outside air by the hot exhaust gases and is accordingly sub-- stantially free in its operation from the influence of outside temperatures. In constructions in which it is attempted to by pass a portion of the exhaust, 'on the other hand, about a rectifying of heat through theouter wallsto the rectichamber, radiation fying unit is sutlicientlv great, especially at low temperatures, to practically nullify the advantages of the rectifier. Inasmuch as the greatest dilution normally occurs duringcold. weather, the disadvantage of this form of construction will be apparent.

In ordinary practice it has been found that satisfactory results are obtained if rectification of the oil is carried 'out'at tem peraturesran ing-from 300 F. to 350 F. As will be evic ent from an inspection of the drawings, the oil passing upwardly through the tubular to the predetermined refining tem erature. At these temperatures substantial'y all of the liquid diluents in the 'oilare caused to vaporize. A large percentage of this vaporized diluent chamber 70 which has an upwardly inclined wall to provide a gradually increasing vapor space having its greatest. volume where connected to the distillate pipe 76. The hot oil travels in a relatively thinshect along the bottom wall of the chamber 70 and is discharged into the return pipe 72. It will be evident that the oil passes through the rectifying unit, in a comparatively small stream which is insufficient to fill the The hot oil flowing down passes from the' oil in the ol' whether the return pipe trained with the descending and i-eturnto the crank case, that the prov sion oi .such a return pipe hei I and vapor from the meinbei'.

' thig pipe is ordinarily subjected. to u purrent of ii-jir flowing upwardly through. thev pipe and induced by the' outward draft through the distillate pipe 78. This upward draft may he created independently conneoted directly into the crankcase above the oil level or into the fillerpipe as indicated in Fig; 1. Ti lie flow of air upwardlythrough this return pipe of extra large capacity "serves to remove e considerable percentage of vapors whieh otherwise might be en-' stream of, oil it ls'beliercd leading from thei'ectifyingunit and glesigned to pei'iiiit' efionx of nircouuter to the returning oil sti'ean'x is a material factor in insuring more or'lees coinpleteremovul of the previously vaporized (liluonts.

1. An internzil co nbu stion 'inotou'coun. prising en exhaust manifold hamug a pas- .sege, zi'tubular zneinbercxtending neross-the pessoge in the manifold and subjected-t ire @0101. if L J -3 ,$111 the (l ct e t o o e hsut gages 1m D are irou meii nr eiveri f. on 0 th t1 h', is E) (ll n t the member, ineensgoyernekl lay/the ten1-.

pemture of the oil within theinember for regulating the eclmiseion of oil to the memand means fordischer'ging heated oil 2. internal combustion motor comprising an [exhaust passage, a tubular oil rectifier of reletivelyemell diameter extem eating with the enici oi": the tubular rectifier opposite the valve, and menus for permit ting the Witliclru'wnl of hot oil 'iml vapor from the chamber. v I

-3. An internal combustion motor cone prising an exhaust nizuiiiolil, a tubular menu her mountecl rwiihin the manifold and having its upper and lower ends projecting; beyond the manifold, the intermediate portions of the member being completely en- ClOSBLlWVltlllll the nianifolil eiens for (lelivcriug oil to the lower prefect-lug end of the member, menus gorernocl the temerature of oil Within the member for i'v u- (I lziting the admission of oil to the member, and means for permitting thewithtlrnwn-l of hot oil and vapor from the upper portion of the member.

4. An iniernulv combustion motor comprising on exhaustmanifold, an oil tube of coinliuirntirely small diameter exton'ilix'xg through the munifoli fillll suliijecterl to the fold nncl eontrolleu oy clireotact-ion of exhaust gases, e bellows thermostat enclosaezl Within. the tube and extending lengthwise thereof, en oil RdiHlS- sion valve located in one end of the 103mmloei' singloontrolleil hy the thermostat, anti means for withdrawing oil and. vapor from. the op giosite end of the-member.

5, An internal eonibustion motor co n prising an exhaust manifold, an oil tube projecting through the'menifoltl in on. up right position, thermostat positioned iii-- side of thetube and extending lengthwise thereof, -ineil admission valve located in the lower end of the tube ielow the inanithe thermostat, and means for separately Withdrawing heeled. oil .nnd vapor vfrom. the upper end of the tube nbovelthe thermostat.

6'. ,An internal combustion motor comprising an exhaust manifold, an oil tube projectingthrough the manifold. in an u, right position, a thermostat positioned inside oi the tube and extending" lengthwise ihei'eof, All oil admission valve located in the lower end of the tube and controlled by the thermostat, a veyorizing chzunber eonnected to the upper portion oi the tube, means for draining hot oil from the chamher, and means for permitting the withxlrawnl 0i. vapor therein-om.

'Z. An internal combustion motor comprising an exhaust manifold, on oil tube projecting throngh'the nmniifolol, it thorium stat iositioned insiole' of the tube unt i tending lengthwise thereof, on oil Minna-- sion valve located in the lower end of the tube and. controlled by the thermostat, e vaporizing ohzimlzee connnuniceting with the upper enrl oi the tube, on oil return pipe of excessive capacity for'drziining the chem-- her, connections for permitting an. viii-Jeni flow of air inrough the return pipe, and means communicating with theghainhei for permitting withirim'ul of vapor,

An internel combustion motor coinggurieing an exhaust manifold, u. oil tube pro-- jecl'ing through the manifold in 23.21 upright position, thermostat positioned inside of the tube and extending lengthwise thereof, on oil admission valve located in the lower end ofthe tube and controlled b the thermostat, a ragorizing head mounted on the upper end of the tuiio and in free eomiimini catlon therewith, means foi' adwstahly sup; porting the theunostet from the va )orizing "1 head, means for draining hot oil mm the vaporizing lieacl, and means for permitting the withdrawal of vapor therefrom. 9. An internal combustionmotor comprising an exhaust manifold, an oil tube rojecting through the manifold in an upright position, a thei-i'nostnt positioned insiile oi the tube and extending lengthwise thereof, on oil mln'iie'eion valve located in the lower end oi the tube 21ml open-12d by the thermw ber, an'oil admission valve in the lower end sure to the; valve, preventing drainage of odirom the chant of the chamber controlled by the thermostat, means for delivering oil under presand separate means for her if the pressure ceases.

lll An internal combustion motor comprising an upright tube of .:on'iparatively small diameter, an exhaust manifold through winch the tube pisses, means for clamplng the tube within the manifold at opposite sides 01" the manrlol'd, an elongated bellows thermostat supported within the tube and extending .lcngtlnrise thereof, means for adjust'ably. supporting the thermostat at one end, an oil admission valve at the opposite and controlled by the thermostat, means for delivering oil under pressure to the valve, and means for separately witlulrawlng hot Oil and vapor from the opposite end of the tube.

An internal combustiml motor. corn mg a tubular oil rectifier ot compara- 1 irsly small cross section, an exhaust manifold within which. the rectifie' is mounted in an upright position, the manifold -completely surrounding the rectifier, a bellows the mostat enclosed within the rectifier, an oil mission valve controlled by the ther- Inostat, and means for causing the thermotube extending vertically statto be completely immersed in oilwithin the rectifier.

13. An internal combustion motor comprising an exhaust port, a tubular. rectifier unit positioned directly in the path of gases emerging from the port, a bellows thermostat enclosed-within the rectifier, means for admitting oil to the rectifier controlled by the thermostat, and meansfdr maintaining the thermostat completely immersed in oil. within-the rectifier.

.14. An internal combustion inotor comprising a rectifier tube, a vaporizing head formed integrally with the. upper end of the tube, an oil admission passage in the lower end of the tube, a'separate head detachably connected to the lower end of the tube, a valve supported by the second head, an

I elongated thermostat adjustably supported from the vaporizing head and adapted to control the operation of the valve, and means for delivering oil under pressure to the interior of the'second head below the,

valve.

15. An internal combustion motor comprising airexhaust-manifold, an oil rectifier therethrou h, a -waporizing head formed mtegrally ,wit. the upper end of the tube and projecting trans-- versely of the manifold, means controlled by the temperature of the oil Within the tube for regulating the flow of oil there- .through, an oil return pipe connected to the bottom of the vaporizing head adjacent its outer end, and a vapor passage communion ing with the upper portion ofthe head: in

proximity to the oil return ipe.

In testimony whereof I ave signed my name to this specification. I

'iu- ALTER B. CLIFFORD. 

